System of electric circuits and brakes for vehicles.



No. 64!,4l2. Pqtented .lan. 5,1900

E. A. SPERRY. SYSTEM OF ELECTRIC CIRCUITS'AND BRAKESFOB VEHICLES.

( Application filed Sent. 1c 1899.)

(No Modet.)

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UNITED STATES PATENT OFFICE.

ELMER A. SPERRY, OF CLEVELAND, OHIO;

SYSTEM OF ELECTRIC CIRCUITS AND BRAKES FOR VEHICLES.

SPECIFICATION formingpart of Letters Patent Ne. 641,412, dated January16, 1906.

Application filed September 16, 1899. Serial No. 730,692. (No model.)

To a, whom it may concern:

Be it known that I, ELMER A. SPERRY, a citizen of the United States,residing at Cleveland, in the county of Ouyahoga and State of Ohio, haveinvented certain new and useful Improvements in Systems of ElectricCircuits and Brakes for Vehicles, of which the following is aspecification.

My invention relates to a system of electric circuits and brakes forvehicles; and it consists in various arrangement of parts andconstruction of details, arrangement of circuits, and means for changingsuch relation in connection with separate generating units, motor ormotors, electric brakes, resistances, the.

The invention also consists in various arrangement of circuits,switches, and meters in their proper combination and relation to thegenerator, motor, and braking devices of the vehicle.

The invention further consists of details of construction andarrangement of parts tending to cheapen the production of electricvehicles. These objects are attained by mechanism, details, and circuitsshown in the accompanying drawings, in which- Figure 1 is a diagrammaticview of the electric circuits of the vehicle. Fig. 2 is a diagrammaticview of the running-gear of the carriage, showing motor and brake.

In the drawings like letters and numerals of reference indicate similarparts throughout both views.

The system of control or arrangement of electrical circuits of thevehicle is shown in diagram in Fig. 1. It will be seen that theelectricity is generated by separate units N N N N, each of which mayrepresent a group of generators, the positive and negative terminals ofwhich are coupled, as shown, to the various circuit-manipulatingdevices. Their function and relation remain now to be pointed out indetail. To the right is observed the gear'or segment e, by means ofwhich the controller-shaft f is manipulated. On

this shaft are mounted the reversing-switch I and the controller H, thecontroller having two active positions, one either side of the offposition or position of rest, the latter having eleven active positions,three on the power side, indicated by P 1? P and B to B as will bereadily seen, indicating the brake positions. The brushes cooperatingwith these various contacts are illustrated by N to N, respectively, andthose cooperating with the contacts B to B are represented by O and O O,850. These are suitably connected to the resistance R, as indicated. Thereversing-switch G is seen mounted upon its shaft d and operated by thecrank and links I) from the crank-pin O and pointer D. On the tworeversing-switches I and G these contacts are shown with theirelectrical connections. Leading from the reversing-switch G and also thecontroller H are flexible wires, (indicated by the waving lines,) whichare numbered in the following description.

WVhen the controller is so turned that the brushes N engage the row I ofcontacts, it will be seen that the current flows through the motor indirection of the arrows, as follows: Coming from each of the generatorsN, it reaches brush N, contact 14, Wire 15, brush N contact 16, wire 15,brush N contact 17, wire 15, flexible wire 18, and from the lastgenerator by wire 19, switch T, wire 20 to brush 20. Suppose now thatthe reversingswitch be in the position shown in Fig. 1. The current willenter contact 21, contact 22, brush 23, wire 24, brush 25, contact 26,contact and brush 27, Wire 28, through the armature A A of the motor tobrush 29, in the direction of the arrow-heads in full lines, to brushes30, 31, and 32, wire 33, field Fe, wire 34 to the negative of the firstbattery, and wire 35 (part of which is flexible) to contacts 36, 37, and38, to brush N returning the current to the second generator, brush Nreturning the current to third generator, and brush N, returning currentto fourth generator, which will thus be seen to have been coupled to themotor in parallel.

It will readily be understood that the relation between the reversing-switch I and the controller H is fixed and the direction of the currentthrough it is always as indicated in any of the three power positions.

Taking now the second power position, obtained by turning the controllerin such a way that the brushes N to N rest upon the second row ofcontactsviz., P -we notice that the current generated by the firstgenerator N arrives at brush N, contact 40, wire 41, and the currentcoming from the second generator arrives at N contact 42, passes backthrough brushes N and N the latter by way of contact 43 and wire 44, tothe lower pair of generators, from whence it flowsto the brush N contact45, wire 15, and thence, as before, by flexible wire 18, joined bycurrent from the last generator, passing wire 19, switch T, and wire tocontact 20, and thence through the motor or motors back to the negative:terminals of the first two generators by wires 34 and 35, by way'of wire47, from contact 46, brush N to the negative of the second generator N,at which point the circuit is complete. Thus it will be seen in thisposition1the motor or motors receive current from two of the generatorsin multiple, coupled in series with two other of the generators.

When the controller is turned to the position P, the generators are thenall in series, the current passing-as follows: from the positive of thefirst generator to brush 1 contact 48, brush N second generator, brush Ncontact 49, brush N third generator, brush N contact 50, brush N fourthgenerator, wire 19, switch T, wire 20, brush 20, to motor and fields andback to the first generator, by wire 34, exactly as above pointed out inreference to the two other power positions. It will be noticed thatwhile in this last power position only the contact H is brought intoposition, so that contact 51 may be forced into electrical connectiontherewith, whereupon the current from wire 33 will be diverted from thefield through the variable resistance Rn and wires 52, 88, and 89, thusweakening the field or fields Fe and giving a higher rotative speed tothe armature or armatures A A. Furthermore, it will be seen that if thereversinghandle D is so operated that the long contacts 53 and 54 arebrought under the brushes 20, 23, 31, and 32, in this case the currentarriving at brush 20 will pass over on contact 53 to brush 31, andtherefore pass the armature in the directions opposite to thearrowheads, (full lines,) and not resume the direction of thearrow-heads until it again arrives at brush 32, thus giving a completereversing action to the motor or motors M connected. It will thus beseen that the motor is a reversible motor, and when reversed while inmotion may become a generator, the currents acting through circuitsdescribed in following specification.

The currents from the batteries in passing to the machine are made topass through the switch T, which is operated by a lever or pedal T andretracted by spring 1", operating the brake-beam U by means of link Ufor the purpose of applying the mechanical brakes U U. These may be ofany type, those shown cooperating with the periphery of the wheel XV.(See Fig. 2.) Attention may be called at this point to the reach-rods WW, which connect the forward and rear axle, and also to the link L",connecting the two swiveling or steering wheels for simultaneousmovement.

Returning now to the switch T, it will be noticed that it is athreegpoint switch and is coupled to wire 66 and contact 20 by wire 20.\Vire 18 couples contact t" with certain of the controller-contactsusedfin the parallel and series-parallel arrangement of generators. N,and the wire 19 serves tt bring the third contact 25 into electricalcomi inunication with the generators or batteries N. The switch T, whichoperates when the mechanical brake isactuated,performsfonrimportantfunctions first, that of opening the maincircuit when the mechanical brake is applied; second, the leads of theswitch are so arranged that it is inserted with the charging-terminal bywire 20 and brush 20, contact 70, wire 68, terminal S, and thus may beused as a chargingswitch to open and close the charging-circuit, andthus control the charging-current; third, the switch-circuits are soadjusted as not to interfere with the dynamo-generated current used inelectric braking when the switch is open in applying the mechanicalbrake, so that both brakes may work simultaneously; fourth, thethree-point feature already referred to permits the isolation of theparallel and series-parallel contacts, from the controller whendisconnecting the battery from the main circuit. This is for the purposeof rendering the circuit open at all positions of the controller whenthe switch T is open-circuited.

Referring now to the volt-ammeter P, it will be seen to be adoubie-scale instrument provided with the am meter-operating coil VA andresistance These are connected by wires 81, 82, 83, and 84 to a switchV. The switch is also connected by wires 80, 85, and 86 to the positiveend of the last battery or generator M and also to the reversing-switchW, thence by wires 87 and 88 to the two ends of the ammeter-shunt markedshunt. To the far end of the shunt will be seen connected the othercharging-terminal S, so that the current in entering the negative end ofthe battery N by wire 34 will be compelled to pass through the shunt,and therefore register on the ammeter; and speed-switch H" will also beseen to be connected to wire 88, reaching to the far end of the shunt,so that during the act of shunting the field the ammeter or its shuntwill not be short-circuited or affected. It will readily be understoodthat any ammeter may be used instead of the one with the shunt, asshown, for indicating the current. The advantage, however, of thepeculiar kind of instrument illustrated is that in a single instrument,while operating the switch V, either the amperes or volts may be read,and by employing in conjunction with the ammeter the reversing-switch Wthe charging-current may be read as well as the currents operating themachine. Another point will be readily understood, that by placing theammeter in the peculiar relation in circuit as indicated-i. 6., betweenthe field and wire 35the ammeter may also be used to register thecurrent employed in electric brake, and it will be seen that nomanipulation of switches is required while changing from motor togenerator, as the correct polarity will be constantly maintained withinthe ammeter and current may be instantly read while either braking oroperating the vehicle.

It will be noticed fromthe figures that upon the controller being turnedbackward, so that the contacts H and the brush 0 or any of the brushes 0are in contact, a new set of contactsviz., the long contacts shown atand 61, respectively--will be brought in contact with the brushes 25,2'7, 29, and 30, which again reverses the connections of the armature orarmature s and field, the reversingswitch G remaining in either of itspositions unchanged, and it is this reversal action of thereversing-switch I which is depended upon to convert the motor or motorsMinto generators.

Assuming now that the generation of current is going forward and thatone of the brushes 0 is in contact with the segment H, the circuittraversed by the current will be seen to be as follows: emanating atbrush attached to wire 28 will flow backwardly through wire 28, asindicated by the dotted arrow-heads, brush 27, contact 60, brush 30,brush 31,thence following the circuits through the field Fe to wire 3435, segment H, off the farthest brush to the left 0 which happens to bein contact at the instant with the segment II, through the resistance R,wire 62, in direction of the dotted arrow-heads, arriving at wire 63,passing the flexible wires into the brake-magnet L L, back by wire 64,joining and passing up wire to the grasping or brake magnet 77., wherebythe action of the controller is retarded, wire 66 to wire 19, brush 20,contact 21, contact 22, brush 23, wire 24:, brush 25, contact 6], brush29, wire 67, in the direction of the dotted arrow-head, to the oppositebrush of the motor or motors M, thus completing the circuit. The amountof current thus flowing will be dependent, first, upon thespeed of themotor or motors; secondly, upon the amount of resistance R included inthe circuit,and,thirdly, upon the amount of effort given to rotating theshaftfof the controller against the gripping or retarding magnet h. Themechanical energy required for rotation of the armature or armatu res AA of the motor which are geared to the drivingwheels w w of the carriagewill effectually retard their motion and tend to bring the carriagequickly to rest.

The shaft f of the controller is provided with a disk h,whioh revolvesbefore the brakemagnet 72", shown in section, a coil of which is shownto be circular, at h. The magnet h is stationary, and when energizedserves to retard to a greater or less degree the action of thecontroller. This retardation may be adjusted by the strength of themagnet and also is under automatic control by the strength of thecurrent. Any device for re tardation of the controller-handle,preferably the one in the braking positions, will serve the purpose, andI therefore will not limit myself to the special design shown.

It will be readily understood that While it is designed to use the aboveparts in the re lationshown, yet some may be used without the others,and the invention extends to such use. It will furthermore be readilyunderstood that while the detailed construction has been described withmore or less minuteness, yet the invention should be in no wiserestricted to the exact methods and details described, but rather shouldbe limited only in scope, as indicated in the claims.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In a vehicle, a source of electrical supply, a dynamo-electricmachine, used as both motor and generator, for braking, a reverseswitchin the armature-circuit of electric machine, a power-circuit, abrake-circuit, a conductor forming a part of each circuit, an ammeterlocated in the conductor between the machine and the said source ofsupply.

2. In a vehicle, a source of electrial supply, a dynamo-electricmachine, used for both a motor and generator, for braking, a controllerfor the vehicle, a reverse-switch in the armature-circuit of theelectric machine, a power-circuit, a brake-circuit, a conductor forminga part of each circuit, an ammeter located in the conductor between thefield of the second machine and the said controller.

3. In a vehicle,a storage battery, a series motor, a reverse-switch inthe armature-circuit, an ammeter in the outer field-circuit, areverse-switch for the am meter and a charging-terminal connected incircuit, between the ammeter and the motor.

4. In a vehicle, a moving controller, a series motor, a field-shunt forthe motor, a contact for the shunt on the moving controller, connectionsfrom the field to the controller,

- an ammeter located in such connection and a conductor leading fromsaid contact to the connection at a point between the ammeter and thefield.

5. In a controlling system for electric vehicles, a motor, employed alsoas a generator, for braking, a source of electrical supply, a switch asT, located in the motor-circuit, a mechanical brake for the vehicle anda common actuator for the brake and the switch in combination with ashunt for the switch in the braking-circuit.

6. In a controlling system for electric Vehicles,a motor, employed alsoas a generator, for braking, a source of electrical supply, a switch asT located in the motor-circuit, a shunt for the switch in thebraking-circuit, a

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mechanical brake for the Vehicle, a lever for controlling the brake andan operating connection from the lever to the switch.

7. In an electric vehicle, storage batteries, a motor for the vehicle, acharging-terminal for the batteries and two switches as G and T inseries-circuit relation in' the motor-circuit between thecharging-terminal and the batteries, for the purpose specified.

8. In a vehicle a battery, a meter-coil, an artificial resistanceadapted to be thrown in series with the meter-coil, a meter-shunt in thebattery-circuit, a circuit from the coil to the shunt and a switch inthe last-named circuit.

9. In a vehicle, a battery, a meter-coil, an artificial resistanceadapted to be thrown in series with the meter-coil, a meter-shunt in thebattery-circuit, a circuit from the coil to the shunt, areversing-switch in the lastnamed circuit and an independent connectionfrotnthe free end of the resistance to the battery.

10. In a Vehicle, a battery, a meter-coil, an artificial resistanceadapted to be thrown in series with the meter-coil, a meter-shunt in thebattery-circuit, a circuit from the coil to the shunt, areversing-switch in the circuit, an independent connection from the freeend of the resistance to the battery and a switch in connection with theresistance.

11. In a vehicle, an electric generator, a meter-coil an artificialresistance adapted to be thrown in series with the meter-coil, ameter-shunt in the generator-circuit, a circuit frorn the coil to theshunt, an additional connection from the free end of the resistance tothe generator-circuit and a switch connected for throwing the coil tothe resistance or to the shunt.

12. In a vehicle, an electric generator, a meter-coil, an artificialresistance adapted to be thrown in series with the coil, a metershunt inthe generator-circuit and a circuit from the coil to the shunt, anindependent connection from the free end of the resistance to thegenerator, with a switch-contact in each of the circuits, a thirdcircuit from the free end of the meter-coil, to a suitable point on thegenerator-circuit, in combination with a two-scale face for the meter.

13. In a vehicle, an electric generator, a meter-coil, an artificialresistance adapted to be thrown in series with said coil, achargingterminal for the generator, a meter-shunt in thebattery-circuit, between the terminal and the generator, a circuit fromthe coil to the shunt, an independent connection from the free end ofthe resistance to the generator, a switch for the said two circuits, incombination with a reversing-switch between the meter-shunt and theaforementioned switch.

14. In an electric system, a plurality of electric generators, aparallel series controller, provided with contacts for thegenerator-circuits, a translating device, a main circuit therefor, incombination with a switch, as T, having three or more terminals, oneinconnection with the parallel contacts of the said controller andanother connected with one of the generators, substantially for thepurpose specified. I

15. In a vehicle, a battery, a meter-coil, an artificial resistance,adapted to be thrown in series. with the coil, a meter-shunt in thebattery-circuit and a circuit from the coil to the shunt, an independentconnection from the free end of the resistance to the battery, a switchin each of the circuits, a third circuit from the free end of themeter-coil to a suitable point on the battery-circuit, in combinationwith a switch, asinto the last-named circuit.

M. O. PRENDERGAST, W. S. ROGERS.

